F-16 Dead Stick landing
Sun Mar 01, 2009 8:11 pm
Sun Mar 01, 2009 8:28 pm
man!! that f-16 driver was cool as a cucumber!!
Sun Mar 01, 2009 8:34 pm
That is why you should treat every landing as a engine out landing. If you are having to carry power to make the runway, your patterns are too big.
Sun Mar 01, 2009 8:38 pm
WOW what a great job by all involved!
Robbie
Sun Mar 01, 2009 9:33 pm
Great job!!!
Hydrazine powers the APU!!?!! Thats the fuel additive NHRA banned several decades ago when Top Fuel Dragsters spontaniously exploded in the staging lanes because it's a rocket monopropellant fuel.
Hydrazine powers the APU!!?!! Thats the fuel additive NHRA banned several decades ago when Top Fuel Dragsters spontaniously exploded in the staging lanes because it's a rocket monopropellant fuel.
Sun Mar 01, 2009 9:38 pm
Wasn't hydrazine the fuel used to power the ME 163 rocket fighter?
Sun Mar 01, 2009 9:45 pm
I remember when this happened. This is at my home airport KECG, a joint USCG and civilian field. The tower controller speaking is a friend of mine named Paul Davis.
The F16 was down at the Dare County bombing range when he lost the engine. He dead sticked it back to KECG.
Great Job by the pilot
The F16 was down at the Dare County bombing range when he lost the engine. He dead sticked it back to KECG.
Great Job by the pilot
Sun Mar 01, 2009 11:06 pm
There was another F-16 deadstick where the pilot landed at Glenview Naval Air Station in the Chicago area (probably 15-20 years ago, it's all houses now). He didn't want to punch out over a populated area so he rode it down, through an overcast and to a safe landing.
Sun Mar 01, 2009 11:32 pm
Nice to see them make it okay. I still remember the video of the MOANG F-15 that tried to go in with one on fire and didn't get stopped in time.
Sun Mar 01, 2009 11:38 pm
Matt Gunsch wrote:That is why you should treat every landing as a engine out landing. If you are having to carry power to make the runway, your patterns are too big.
Not necessarily true in a jet. The engine out pattern (high key, low key) for a F-16 is significantly different than the normal arrival pattern.
Sun Mar 01, 2009 11:57 pm
Randy Haskin wrote:Matt Gunsch wrote:That is why you should treat every landing as a engine out landing. If you are having to carry power to make the runway, your patterns are too big.
Not necessarily true in a jet. The engine out pattern (high key, low key) for a F-16 is significantly different than the normal arrival pattern.
By the Book, High Key is 7000' AGL Desired (6000-9000'). Low Key 3000-5000' AGL. Base Key 2000' AGL Mininum. Do Not Extend Gear unless Base Assured.
-signed professional interweb f16 simulator pilot guy
Mon Mar 02, 2009 12:58 am
Exactly...I don't know anyone who is flying their downwind at 4,000' AGL and base at 2,000' AGL just so they can make the runway "in case the engine quits".
In the T-38 and F-15E, to fly a 3-degree final (matches the PAPIs as well as parallels the ILS glideslope) it is very much a power-on affair. I have only flown the F-16 a couple of times, but by my memory it was very similar.
In the T-38 and F-15E, to fly a 3-degree final (matches the PAPIs as well as parallels the ILS glideslope) it is very much a power-on affair. I have only flown the F-16 a couple of times, but by my memory it was very similar.
Mon Mar 02, 2009 1:20 am
Randy is correct. Even the Jets I fly require power to make the runway. It is not possible to be in what could loosely be considered the traffic pattern and make the runway with no power.
Mon Mar 02, 2009 2:23 am
I cut my finger on a pop tab once.
Mon Mar 02, 2009 5:48 am
Hydrazine has always been the fuel for the EPU on the -16. It's pretty nasty stuff. I wouldn't think anyone ever used it in racing due to it's characteristics, as one of the byproducts from it's decomposition is rather high strength amonia and any contact with hydrazine in it's stock state is extremely toxic. Thats why if you ever see a -16 come in with the EPU having been activated, it's treated as a full response emergency. Whats almost as bad is having to use a chemical that is almost as toxic to clean up hydrazine and the EPU after it's been run.
If I remember correctly, the landing at Glenview was John Fergione, a company pilot on a test mission. He was over Lake Michigan when he lost the engine. I seem to remember they were something like 35 miles out when he had the failure.
The Me-163 used T-Stof and C-Stof, one of which was a peroxide based fuel. At the strength they used, it was some pretty nasty stuff.
If I remember correctly, the landing at Glenview was John Fergione, a company pilot on a test mission. He was over Lake Michigan when he lost the engine. I seem to remember they were something like 35 miles out when he had the failure.
The Me-163 used T-Stof and C-Stof, one of which was a peroxide based fuel. At the strength they used, it was some pretty nasty stuff.